Products

M-Style ESS Supercharger Kit for BMW N52 Engines

M-Style is proud to offer the newly developed Gen.3 E-Charger G1 based supercharger system for the BMW N52 engine family.

This supercharger system is designed to increase the power output by 80-100 horsepower. As well as giving smooth day-to-day motoring. It instantly provides phenomenal acceleration on demand.

The system maintains all OBDII diagnostic functions and the supercharger and other parts in the kit are backed by a comprehensive two year, unlimited mileage warranty.

The system comes with an ESS E-Flash OBD2 cable. This allows the end user to upload the supercharger ECU software directly to the car from any PC running Windows 7 or newer. The system also includes full diagnostic and code clearing capability. Any future ESS software updates can be received by email and loaded directly to

M-Style is pleased to announce that it is now offering a superior quality performance style carbon fibre kit for the BMW M2 and M2 Competition.

The kit includes the front splitter, side skirts, diffuser and rear spoiler, all made from strong, lightweight carbon fibre which has been further reinforced with a glass fibre composite (CFRP) for strength, quality and durability. This is the same type of carbon composite that is used on the roof of the M3 / M4.

The kit parts are finished with a high gloss lacquer, which is then hand and machine polished to give additional depth and protection.

The kit is available at £1109.00 including VAT.

The kit comes with fitting components but M-Style recommends professional fitting. M-Style usually charges £200 but for a limited introductory period is offering fitting at just £100 including VAT.

For further details e-mail info@mstyle.co.uk or call 0208 598 9115.

the car. The original ECU software will be saved and can easily be restored in the future.

The kit includes: a quiet, selflubricating E-Charger G1 supercharger running 6-6.5PSI boost; larger Bosch fuel injectors; a custom moulded silicone

discharge system; a custom moulded plastic intake assembly with direct connection for PCV, ICV and MAF sensor; billet CNC main SC bracket anodised with a black finish; CNC precision pulleys and beltdrive system and a genuine K&N air filter.

The kit is available for at £7975 incl. VAT.

M-Style can provide a fitting service, if required, at £750 inc. VAT.

No irreversible modifications to the car will be necessary.

For further details e-mail info@mstyle.co.uk

M-Style’s Full M-Performance Carbon Fibre Kit for BMW M2/M2C F87

or call 0208 598 9115

GAZ Gold Adjustable Suspension for BMW E30

If ever there was a company that knows a thing or two about tuning BMW suspension then that honour must fall to GAZ. GAZ has been supplying, sponsoring and winning BMW race series for many years now.

The Gaz Gold suspension kit for the BMW E30 has been around for a while, but now there are some new features and options. The dampers and struts are now coated in a supertough Black Zinc finish which will ensure that the dampers will remain in good order for many years despite all that the track and road can throw at them, and serious race/trackday users have the option to add racing solid top mounts.

Ride height is altered by means of adjustable spring seats and the height adjusters have a coarse acme form thread for ease of adjustment even when caked in dry mud.

Damper bounce and rebound rates are adjusted by means of easily accessible adjuster knobs on the damper body. The GAZ coilovers come with integral gas cells filled with a high viscosity index multi grade oil to prevent cavitation and reduce fade under racing or trackday conditions and, for extra peace of mind, all the units are individually tested and certified before leaving the factory.

The GAZ GOLD kit for BMW E30 1982-91 (incl. M3 model) can be ordered as part number GGA300 at £1013.58 + carriage & VAT.

As shown, solid race top mounts optional extra at £121.28 per pair + carriage & VAT.

For further details visit the GAZ website: www.gazshocks.com

DEI makes dozens of different heat shields including some that are self-adhesive or can be glued in place. However sometimes a rigid or semi rigid heat shield is required that stands away from the surface a little, rather than be in direct contact with it; for example when there are wires or fuel lines that also need to be protected from the heat source. That’s when the latest stand-off kit from DEI comes in handy.

The new DEI universal mounting kit for ridged or semi-ridged heat shields comprises six stainless steel standoffs with mounting bolts, nuts and washers. The kit will provide a half inch (1.27cm) stand-off.

Order as part number 010224 at £14.11 plus shipping and import tax.

For more information about this and other DEI Heat and Sound control products visit: www.designengineering.com or e-mail sales@designengineering.com. Fidanza Short Throw Shifter for 2005-2008 BMW M6

We don’t often hear about performance parts for BMW M6 models, but now Fidanza has a short shift conversion which includes variable height adjustment for the E63/E64 20052008 BMW M6.

Fidanza Performance shifters are designed as a ‘plug-‘n’-play’ direct factory replacement and reduce throw by up to 40% for faster shifts.

Fidanza short shift kits are precisely made with 6061 billet aluminium and a hardened steel lever shaft.

The Fidanza short throw shifter 891103 suitable for 2005-2008 BMW M6s and has been based on the OEM shifter design, but with a reduced angle in the shifter shaft. The result will change your driving experience by providing a shorter throw and an even sportier shifter action. This conversion is also height adjustable which allows the driver to adjust the shifter height to suit their own preference.

Fidanza Short Shifter 891103 is available from Fidanza.com at $277.74 plus import tax and shipping.

For more information on Fidanza’s great products

DEI Stand Off Kit for rigid and semi rigid heat shields

visit www.fidanza.com or contact sales@fidanza.com

A Good Sport… Remember when you could pick up a decent straight-six powered E30 for around a grand? You only have to go back ten years in the classifieds to see nice four-door 320i/325i SE models for £1-2,000 depending on the miles, and even the revered Sport models could be had for under £5,000. Then along came the M3 price hike...

Words/Photos – Jeff Heywood

The E46 is arguably the nicest looking 3 Series ever made, being very photogenic, especially in Clubsport guise

BMW’s wide-arched racing icon was suddenly the darling of the collector car market, prices rocketed and the rest of the E30 range eventually followed, starting with the Sport models and subsequently followed by the rest of the range. Yet we haven’t seen the same happening (yet) with the bread and butter E36 and E46 models, although certain cars like 328i Sport in excellent condition with low mileage have started to rise. Prices of E36 M3s are already on the up, especially the good, unmolested ones, but you can still pick up a 325i or 328i saloon for not much money. The same can be said for the E46, labelled by many as arguably the finest 3 Series ever built. Even so, prices remain low. Nice E46 M3s still fetch decent money, but a 320d or a 318i? They’re going for peanuts, especially the cars with a lot of mileage on them. Move up the E46 ladder and great performance cars like the 330Ci Coupe or a nice 330iSE can also be had for reasonable sums. But there is one E46 model that still fetches a premium. It might not be a huge premium, but mark my words, as E46 M3 prices carry on firming up in the coming years, watch the prices of the Clubsport rise on the back of their coat tails. The Clubsport is the one E46 model with a little bit of ‘specialness’ that some of the other models in the range unfortunately don’t have…

The Clubsport models arrived in BMW showrooms in May 2002 priced at £31,380 and were an instant hit. BMW couldn’t go wrong really. The E46 was selling like hot-cakes, the Sport models especially so. One only has to look at just how many of the remaining E46s on the roads today are the Sport variants with the update styling to realise just how popular they were back in the day. But the Clubsport offered that little bit more. It was only available in three Clubsport standard colours – Titanium Silver, Estoril Blue and Velvet Blue; the latter two paint hues were BMW Individual paint colours and Estoril had been seen on many M cars including the E36 M3 Evo, Z3 M models and the E46 M3.

Positioned between the 330Ci M Sport and the scorching M3, it was designed to offer a more engaging ownership experience without the hefty M running costs. The Clubsport retained the 330i’s 231hp M54B30 24V straight-six valvetronic engine but it did receive some extra kit to differentiate it from the standard 330Ci, plus a trio of mechanical changes that not everyone

Viewed side-on, the E46’s lines can be seen perfectly, the high swage line running arrow-straight from the top of the front wheel arch to the top corner of the rear light cluster. The body coloured rubbing strip also helps to break up the sides, stopping them from becoming too slabby

knows about. The cosmetic changes included Clubsport door entrance sills, front bumper splitters, 18-inch BMW Style 71 split rim staggered alloy wheels (8J/225 front, 8.5J/255 rear), Carbon Cube interior trim, Leather/Alcantara sports seats, chrome instrument bezels, a Clubsport boot spoiler (which is a bit of a Marmite item) and an ‘Acoustic Package’ which necessitated the removal of 20kg of sound insulation to increase engine sound.

The mechanical changes amounted to M-tuned suspension (which is 15mm lower than a standard 330Ci M Sport), a shortened M-gearshift and an M-tuned exhaust, which is throatier than a standard M Sport exhaust, although it isn’t excessively loud.

All of the above created a car that was more accessible, more enjoyable to drive and importantly, more eye-catching than the standard 330Ci. It’s something that club member and Clubsport owner Dave Freeman agrees with. Dave owns the beautiful Estoril blue example seen in these photos. His car was built in March 2004. It had had three owners in its first thirteen years before Dave became owner number four when he purchased the car in 2017 with the odometer reading 61,000 miles. The car was in excellent condition but Dave has taken it a step further and the car is now in show condition. He’s recently had the Style 71 split-rim alloy wheels refurbished, although the company that

The M54B30 24V 231bhp 3.0-litre straight six engine is a gem, being super smooth, powerful and is also proving to be very reliable long term, just watch out for water pump leaks and a faulty thermostat as the miles rattle up!

did them wished they hadn’t taken the job on because they took so long to break down! Even so, they’ve done a really excellent job and they look as good as new. Dave’s Clubsport is equipped with the SMG2 gearbox, which he likes! He says “the SMG gearbox comes into its own on faster country roads and dualcarriageways, basically when you are pressing on”, although he does admit that it is a little jerky at slower speeds in town. Parking in tight spots can fray the nerves somewhat.

In the past three years, Dave has added another 9000 miles, and in that time he’s replaced the under-bonnet heat shield and the scuttle trim panel for ‘cosmetic purposes’ and he also had to

Club member Dave Freeman is the proud owner of this immaculate 2004 330Ci Clubsport

replace the driver’s side door mirror with the (much improved) version with the ribbon cable connector. Dave’s car was specced from the factory with a full black leather interior, and one of the previous owners upgraded the front seats to those from an E46 M3, so the interior in Dave’s car is very smart indeed.

Dave adds - “I was pleasantly surprised at just how quick the Clubsport felt, it is very peppy and the revised suspension encourages you to throw it into bends. It is a wonderful car to drive and has two distinct sides to it, it slots into its GT role easily and is comfortable and refined, being a quiet and very capable long distance cruiser, but if you drop a couple of gears and show it a lightly trafficked country road it turns into a decent weapon. With its unique features, a limited production run and that glorious, sweet sounding straight six engine it is already established as a

From any angle, the E46 is a good looking motor car

modern classic”. The Clubsport is in an exclusive club, being more special and slightly sharper than the regular (and excellent) 330Ci M Sport, but it’s not in the same league as an E46 M3.

Thankfully, Clubsport prices aren’t excessive – yet! You may have to pay £2-3500 for a conventional 330Ci with high miles, whereas Clubsports with higher mileage, say 90-100,000, go for £4-5,000. Smarter examples with 70-80,000 miles on the clock and the preferable manual gearbox cost upwards of £6,000, which wouldn’t buy you a scruffy M3 needing lots of expensive work. If you want an immaculate low mileage example with plenty of extras in the right colour, then prices easily jump into double figures, with prices of £15,000 and upwards quoted for really good cars. Showroom quality examples with less than 20,000 miles are now being sold for over £20,000, so you can see where the market is heading for the Clubsport, especially the nicer examples that have led a pampered life.

The E46 Clubsport is the E30 325i Sport of the E46 range, and as the years pass and the scruffy, mega high-mileage boat anchors disappear from the market, there is only one way Clubsport prices are going, and that’s up! *A big thank you goes to club member Dave Freeman for sharing his Clubsport knowledge with me and for allowing his car to be photographed for this article.

ACROSS THE USA… IN AN E30!

PART TWO Continued from the October 2020 issue of Straight Six…

My faith in the trusty E30, with all 285,000-miles the rest on the clock, had proven correct as we’d already covered thousands of miles across the US in the old girl, cruising the Pacific Coast Highway and Big Sur, doing the touristy bit visiting Hollywood and Venice Beach amongst others and climbing Pikes Peak, all the while fettling and coaxing the E30 along. The robust 2.5 M20B25 engine was proving unburstable - don’t forget the million-mile Mobil 1 E30 325i… but we were being blighted by a recalcitrant shifter rod that was about to let us down again!

Words and photographs: Ben Walsh

After leaving Colorado we headed to New Mexico, but we didn’t do too much car related stuff here. The E30 was idling funny and there were a few other issues, so I met up with my good friend Matthew Jet (who also has an early model E30). We changed the idle control valve, the car had a different style of airbox fitted but the valve was for the correct period and car, so we swapped it across and did some other bits and pieces to the car.

The shifter rod had become loose again so we tightened that back up, gave the car a clean and hit the road. Next state - Texas!

We stayed in Amarillo, ate a big steak and then headed out to Oklahoma as I wanted to go to a couple of shops. First shop on the list was the FNA StreetOutlaws Firehouse, and then to Dallas where we went to GasMonkey Garage.

We then went to ArcLight Fab. For those that don’t know, this is Aaron Kauffman’s new shop. We met Aaron and he took about an hour out of his day to talk to us, personally showing us around his shop, and all his projects. He was truly interested in our adventure and gave us some places we should go and check out. What a decent guy!

We spent some time at the Texas State Fair, and coming home we hit what felt like a crater in the road. I am pretty sure the floor of the car hit the ground. The wheel was badly damaged and I could feel the air was going down, and going down fast. I put my foot down and we made it to the hotel. When I got out of the car, I looked at the tyre and decided that was tomorrow’s problem and went to bed!

Thankfully I had a spare wheel in the trunk so I fitted it, but then realised the tyre was perished and was destroyed. It made it to the local tyre shop around the corner, I went to a small independent place as I would rather help them out and give them my money, and it was more of an experience! They got it done much

Before we left our friend’s place he wanted to get a photo of me with the E30. I don’t like photos of myself at all, but I quite like this one.

faster when I said I would give them an extra $10 to do it ASAP! We used the spare rim and fitted the tyre off the busted wheel, good as new and off we went! This time down towards Austin and San Antonio.

At this point all the travelling had caught up with me. We had a week down in the Austin/San Antonio region and a flu or something had hit me - I was truly exhausted. We managed to get out for two days and see Austin and then San Antonio, however I wish I could have explored more, but in reality I needed a rest.

We headed across to Houston where we met up with some friends, and then onto Mississippi to Alabama and then Florida!

What’s that I see?

Is it? No, it can’t be. But it really is! That’s the sun!

So, our first stop in Florida was Tallahassee which was a really cool town and we thoroughly enjoyed ourselves. Whilst driving around we tried to head to the coast as there had been a hurricane we wanted to go and take a look, and potentially see if there was anything that

We came across all these old rusted out trucks in some field; super cool!

we could do to help.

It was Halloween when we spent the evening at our friend’s house in Tampa. They have young kids so we went trick or treating with them and then after that we had a few drinks. Since it was our Honeymoon we went as a dead husband and bride!

After Tampa we headed further south, as far south as we could go, and we hit up the Keys - it’s so beautiful down there. After the Keys we then headed north again. First stop was Miami, exploring the graffiti, but we didn’t head too far into Miami as at this point we had spent a while in Florida and wanted to head towards Georgia and the Carolinas.

Our first stop outside of Florida was Savannah. We then headed across to Helen, and then towards Nashville, Tennessee. You cannot go from Georgia to Tennessee without driving a certain road. That road is the Dragon!

It was wet, greasy, slippery and so much fun! I had been here before but in the summertime, it was much busier then but you could drive a lot quicker on the roads.

I went to pull over to get out of the car to stretch our legs and have a look. As I pulled into the vista point; BANG! The car shuddered to a halt and then a storm started to roll in. No mobile signal either.

Oh no… Something had snapped. Was this the end of our American dream?

We were stuck at the Vista point on top of the Tail of the Dragon, en route to Nashville. The shifter rod had now become totally disconnected from the car. It was cold and miserable as a storm started to roll in. I had no cell signal and if I couldn’t fix it we would have been stranded until someone rolled past or stopped. It was out of season and there truly was no one around. It was also probably one of the only days that I hadn’t worn all black and I had to get on this ground under a car.

We had been driving for three hours by this point, and the car was hot to say the least. Now I had to get my hand up between the prop and the exhaust. Thankfully the shifter rod had just come un-threaded out of the shifter itself. It took about 30 minutes of laying on my back just trying to get a couple of threads, once it was in I was able to yell to Nicholl and ask her to twist the shifter, so it would tighten it up from the inside, as she would be able to get longer turns than what I could manage underneath.

She twisted it the wrong way – a great test for a newly married couple...

Okay, let’s do this again. Working together we managed to get it back in, it was now super tight, and I actually got rid of all the slop and it felt super solid. I then had to get out of my now very muddy and wet clothes at the top of a mountain.

Stripped down to practically nothing... and then a car pulls into the vista point, fabulous! Got dressed, loaded the car up again and off we went.

Next stop, Nashville.

On our way to Nashville we decided to take all of the backroads to try and see as much of the country as we could. But then a trucking lorry had made a mistake and was blocking the road in front of us, so we had to go all the way back until I could find somewhere to cut across to another road, I had a plan in mind. There was an older lady behind me who looked really lost and didn’t know what to do. She also had an out of town plate on.

I hopped out the car and went up to her, explained I too was not from around here. I think the California plate and my English accent was a big giveaway. I asked her where she was heading and it turned out she was also heading to Nashville to see her family, she was on the phone to her son and I said I would talk to him if she wanted. I had a word and explained the situation and said we were going to re-route. As I started to go down this diversion the road turned to mud and it was pretty steep, thankfully we both made it and she then took the interstate to Nashville and I carried on taking the backroads. Good deed done.

We stopped in to see a couple of friends, David and Chris. Truly amazing people, I have never met such kind people in the world other than on this trip. We spent the day with them, got food and we sorted a few things out on the car. The electrics were playing up which we managed to sort out, and David gave me a new dash cover as my dash had certainly seen better days.

As we left Nashville we went towards Gatlinburg via Pigeon Forge, what another beautiful part of the world. Pigeon Forge is basically Vegas for kids. I really wish we could have spent longer in these areas, but at least we can add them onto the list of places we want to go back and visit.

After a day in Gatlinburg we drove the Great Smoky Mountains, and then headed towards Asheville and Charlotte, where we would spend the night. Following Charlotte we did the final long drive of our trip -it was actually becoming rather sad that this was almost the end.

Charlotte to Apollo Beach, Florida ended up being a 12-hour drive as we took it slow, stopped when we wanted to and enjoyed some of the backroads before we got to Florida, the land where no fun roads exist. We spent our final two weeks down in Apollo Beach, Florida. We had an AirBnB on the water and chilled out after a hectic three months. We hosted thanksgiving with our Floridian

friends and enjoyed the final bit of sunshine before heading back to England for Christmas.

As we went across America we collected a sticker from each location. I personally dislike stickers all over cars but these are true memories of our trip. When I start to rebuild this car in England, I think I will replace the rear glass and maybe make this one into a coffee table or something similar.

And that was it, the final photo of us and the car. We dropped it off a few pounds heavier in the body but that’s America for you! Do you think I am the only person in the world who would want to ship an early model E30 diving board bumper car to Europe? And yes, the American bumpers will be staying!

We left the car in Saint Pete, Florida just outside of Tampa with my friend Corey, who would hang onto it for a few months. He has always wanted an E30 and he was happy to be the caretaker. I met Corey years ago via Instagram, and took my first trip to America back in 2017 where we went to Georgia and a few other states in a two week road trip. It was awesome and that really fuelled my love for America and the people. It was then on to my other friend Gabe to look after for a while.

Gabe is a car detailer in Tampa, working at a rather prestigious shop called Presidential Auto Detail. Whilst he had the car he chucked some soap at it to clean it up in preparation for it to sit on a boat for a month or more.

I didn’t actually clean the inside of the car for our entire trip, it was rather nasty. But on the grand scheme of things, after being driven 10,000-miles over three months it could have been a lot worse!

It took a really long time for the shipper to collect the car as they had a fair few problems with the paperwork. Before the car was due to go I asked my friend to take plenty of photos around the car, so if it turned up with any marks that weren’t on it beforehand I’d have some form of evidence that it wasn’t there prior to shipping.

The big ole oil mark on the hood is where I topped the oil up in north Georgia but forgot to put the cap back on and drove all the way to Tampa with it off, it was almost nine hours of driving before I realised. The cap was still sitting in

the engine bay after all that time on the freeway!

Lately I have been busy with life, things have been getting me down and I feel like as soon as I start getting ahead in life, something else drags me back down. It’s been hectic to say the least. Cars for me have always been an escape from everyday life. Something to focus on and take me away from the real world or what’s going on around us. This is why I never wanted to work with cars, I always wanted to keep it as a hobby, an escape. Having no car or project car for the past year has been tough but on the other hand I have also been super busy. But now I guess I have one back in my life again. It’s landed!

When the car arrived it wouldn’t start, the battery appeared to be dead which is understandable as it had been sitting at a port and on a boat for quite a while. What annoyed me is they clearly have used forks to move the car either on or off the boat. This damage could be easily fixed, but still I couldn’t believe that the car was actually here. It almost seems unreal.

I spent the Saturday cleaning the car and tidying bits up and making a list, a very long list of what’s needed. I also took the window tint off, I really dislike tint on older cars and much prefer the fish bowl look. And there she sits, parked up where it is going to sit for a while whilst I work on it and also wait for it to get registered so I can actually drive it on the UK roads.

I have had so many people stop and talk to me about this car when I was out front working on it. It’s such a conversation starter and everyone is so interested in the story of our adventure. I love how something like a car can get so many conversations started with complete strangers. Until I can get on with the work, she’s a perfect view from the living room!

Tuned to perfection…

Sat in the backwater of Beckingen, in the tiny German state of Saarland, sat the headquarters of Hartge, a lesser known (in the UK) BMW tuning company. Hartge may not have enjoyed as high a profile as Alpina or AC Schnitzer here in the UK, but in Germany and the Benelux countries Hartge was highly respected for their quality tuning work and accessories, and like Alpina, they were granted manufacturer status by the German government in 1985. Unfortunately the company was liquidated in 2019, when the founding owner Herbert Hartge, who was approaching retirement, couldn’t find a suitable party to take over the Hartge operation. It is a sad tale, but Hartge have an amazing history tuning BMWs from the Neue Klasse cars and 2002s in the 1960s and 70s, right up to the Bangle-era cars and beyond. The E30 in this article was modified by Birds Garage, Hartge’s official representatives in the UK…

Words & Photos Jake Senior/Atelier Schnell

The M Technic II 325i Sport first went into production in 1988, following the release of the M Technic I, which had a limited run in 1987. As with the M Technic I, the cars were initially released with just three colour choices – Diamondschwartz Metallic, Delphin Metallic and Lachssilber Metallic - Black, Grey and Silver.

In 1989 a further three colours were added – Brilliant Rot, Alpinweiss II and Sterlingsilber Metallic - Red, White and Silver, (Sterlingsilber being lighter than Lachs). The 325i Sport models retailed for a mere £21,490 when first launched, (near enough to what good ones are fetching today), but put those digits into a time travelling inflation calculator and that takes us to a whopping £57,340 in today’s climate! Interestingly, that is roughly the going rate for a top of the range, top performing 3 Series model today, like the M340i, yet quite a lot of people still had a moan when the OTR price of the G20 M340i was released.

This particular 325i Sport, presented in 244 Sterlingsilber with 0269 Anthracite Cloth, has a rather prestigious background, as it was first owned by BMW GB Limited as a ‘BMW Fleet’ company car, which no doubt would have belonged to a member of senior middle management. First registered in March 1991 it would have been a symbol of status and wealth for the time, and in typical ‘Sport’ fashion it was equipped

with an array of optional extras from the factory: 200 – Delete Catalysor, 206 – 5-Speed Sports Gearbox, 209 – Limited Slip Differential, 215 – Power Assisted Steering, 335 – M Technic Sports Package, 401 – Electric Sliding Roof,

The E30’s conventional three-box design means it still looks as fresh and attractive today as when it first rolled off the production line in 1982, and in Sport guise it really is a looker

410 – Front Electric Window, 415 – Rear Window Blind, 428 – Triangle & First Aid Kit, 497 – Rear Central Arm Rest, 500 – Headlight Wash-wiper System and 551 – On-Board Computer (13 Button).

The M Technic Sports Package included the distinctive M Technic II Body kit and rear boot spoiler, along with M Technic Suspension equipped with 15mm lowering springs, and Boge M Technic shock absorbers. The Sports package also featured an Anthracite Headliner, M Technic one-piece Leather Gear shifter, and the smaller 370mm variant of the M Technic II Leather Steering Wheel. As well as this, it also featured a Rear View Mirror with Map Reading Lights for those late night forest rallies and Rear Pop out Windows with Shadow Trim, among other options, which were standard on Sport Models.

To add to this extensive list, a further set of desirable additions were made at a later date in the car’s early life, such as a Black Leather Sports interior with Rear Central Armrest and Ski Passage (with Ski bag), in place of the Anthracite Cloth which the car received from the factory.

It has also been treated to a rare set of ‘BMW Premium Sound’ Parcel shelf speakers, finished in black to accompany the Rear Window blind. The car is topped off with a set of unicorn hooves from an E30 M3 Evolution II – the 16” BBS cross-spoke alloy wheels, with the elusive centre caps and all!

Being born into BMW gentry and having already led a pampered life, the car found its way into Birds, Hartge in Middlesex in the 1990s where it was sent by its then owner for the full H26 treatment! Bird’s has a rich heritage with BMW, both as a brand and as a dealership, being among the first in the UK to be awarded a BMW franchise back in the 1970s. As time progressed Bird’s gained independence and found their way into the specialist area of tuning and performance upgrades, and as a result were able to obtain an exclusive UK contract with Hartge GmbH, establishing the relationship that they’re renowned for today.

The cars that Birds produced from the late 1980s to the 1990s rivaled the likes of Alpina and AC Schnitzer, with their conversions and bespoke performance upgrade packages. Hartge conversions came in a variety of forms, from a full overhaul with performance upgrades and body kit, along with adornments and decals, or simply just performance modifications with badges.

From September 19th to 27th 1997, our ex BMW Fleet 325i Sport was booked in for an eight-day retreat at Birds UK, where it underwent some extreme engineering therapy. During this period the car was subject to a complete Hartge head rebuild, followed by clutch, gearshift, suspension and exhaust modifications, and most importantly – the Hartge badges were applied to boot and front grille (where the real horsepower comes from!)

Hartge conversions weren’t documented and registered in the same manner as Alpina builds, and weren’t solely exclusive to brand new cars, as shown with ours here at the age of six!

The inclusive list of works carried out by Birds consisted of a machined cylinder head with a compression modification. A H23/26 Camshaft was fitted with a H26 Gasket Set to avoid any oil leaks. A head bolt installation set was also included as part of the cylinder head work. Mobil 1 synthetic oil (drain & refill) was used and a coolant flush/anti-freeze top up was carried out. Cambelt and tensioner plus rockers and eccentrics for the M20 engine were replaced. An uprated clutch was also installed, along with a short shift gear lever. New Hartge spec (Bilstein) suspension was fitted, along with an E30 ‘export’ exhaust with stainless steel tailpipes. The finishing touches to the conversion consisted of a Hartge alloy pedal set being fitted.

As standard, Hartge fitted Bilstien dampers, which were rock solid in comparison to those of the M Technic/ Boge set up, and have been noted for

Hartge gear knob and pedal set give this E30 even more of a sportier feel

being too harsh for everyday driving, with dashboard shattering stiffness. But throw the car into a corner and you really understand why Hartge fitted them, with sharp and precise maneuverability and surefooted handling, the car stays well rooted to the tarmac at all times.

The H26 was a direct rival for the Alpina C2 2.5. Early cars were based on the 323i model which consisted of utilising an E12/28 525 block mated with a 323i camshaft, which when combined, birthed a 2.6-litre engine producing 190bhp - a template which Alpina also followed with the C1 2.5.

With the second generation 3 Series, the introduction of the 325 model made things a little easier, as the good engineers at BMW had already done a lot of the problem solving by increasing the

The E30 H26 is in impeccable condition, and still looks as good today as when it left the factory. Some might say the car needs to be running on Hartge alloy wheels to complete the picture, but it’s a hard one to call when it’s sitting on these gorgeous 16-inch BBS rims, also found on the E30 M3 Evo II

The E30’s cabin is still a nice place to be, being superbly built from quality materials in typical teutonic style, and this example is lifted with the addition of a few bespoke Hartge trinkets – see other photos

size of the M20 engine! With this iteration of the revered M20, the bottom end was left well alone, primarily focusing on a top end rebuild, with the cylinder head being ported and polished and gaining larger valve clearances.

The standard profile of the BMW cam was rather timid, with a 252° profile. Alpina on the other hand had developed a patented 268° cam, which was used universally across the C1 2.3 and C2 2.7 range. Hartge took things a step further, with an aggressive 280° profiled cam, unleashing torque and power higher up the rev range where the other engines started to get a little ‘breathless’.

This refined methodology produced the same 190bhp as its earlier H26 derivative, yet through a more efficient process, making the H26 a truly unrivalled adversary in its field.

When it comes to the driving experience, the Hartge short shift gear lever, mated with the factory Getrag 260 Sport Gearbox, and the 3:91 Limited Slip Differential makes for a spritely ride, in comparison to that of the standard 325i!

The 15-inch BBS alloys with a smaller rolling radius and tyre size of 205/55R15 leave the impression of feeling rather

16-inch BBS cross-spoke alloy wheels from the E30 M3 Evo II look superb on this H26/Sport

under geared and it struggles to reach 60mph in second gear. However, with aid of the 16” BBS wheels from the E30 M3 Evo II - those woes are left well in the dust! This combination, paired with the H26 engine which effortlessly soars to 6000rpm with buttery-smooth precision and a hidden punch of power concealed in the latter half of the rev range squeezes every last ounce from its additional 18bhp. The H26 reaches 60mph from rest in just 7.1 seconds, that’s a full second faster than the standard 325i, and on paper it boasts a top speed of 141mph. However, in various tests the H26 has managed almost 150mph in fifth gear at just shy of 6000rpm.

The handling is precise and purposefully poised, and the tastefully upgraded E30 M3 brakes give an air of confidence when pushing through the back roads and decelerating from high speeds. Combining the carefully curated attributes of the 325i Sport, Hartge H26 and the E30 M3 Sport Evolution II, really makes for one thoughtfully refined driver’s car, making it one of the best E30s I’ve ever driven!

A big thank you goes to Jake Senior, proprietor of design house Atelier Schnell for writing this article and providing photos to accompany the article. Atelier Schnell can be found on Instagram @atelier_schnell

The Classic Car Drive In Weekend at Bicester Heritage

Words and photographs by Andrew Coles

I’m sitting here and I’ve been staring at my laptop screen for the past five minutes, desperately thinking of a way to open this story. Such is life in 2020 – day to day it all seems pretty normal but if you take a step back, then whoa, what the hell just happened?

On the face of it, the three-day Classic Car Drive In Weekend was a wonderful but pretty standard Bicester event. “Large car event at Bicester Heritage with unseen oddities, old racing cars on the test track, drive-in movies and club displays on the airfield. Good turnout of BMWs from the Club. Sunshine, pub roast on the way home.”

Much like Sunday Scramble, Super Scramble, the old Flywheel Festival. Nothing wrong with that?

But no, when you put the Classic Car Drive In Weekend into context you realise that a very extreme set of circumstances created a small window of opportunity for a brave, unique event that went off exactly as planned. This time last year, if someone had told you that we’d be faced with a situation so serious that the Government would outlaw all classic car events over the summer and indefinitely confine us to our homes, you would have laughed.

But here we are, and we were thrilled to be back into it at Bicester, in modified format, albeit. Ordinarily we would have ticked off two Sunday Scrambles and a Super Scramble by October. But not long after we all huddled together for warmth back in January, the virus became an unavoidable part of our lives and social distancing became the new normal. The following seven months would become a time that none of us will ever forget. Brand Events, the organisers of the London Classic Car Show, saw a window of opportunity and put their money where their mouth was to plan the

Classic Car Drive In Weekend. Planning a major event in this uncertain climate, even one designed around Covid-19 social distancing restrictions, was a gutsy move that could have cost them dearly. And now with the virus making a resurgence again, it seems that it really was a window of opportunity seized. Two months earlier or later and it could have been a different story.

With its vast areas of airfield space, Bicester Heritage is arguably the best venue in the country for a socially distanced event. The weekend was set around drive-in movies, and dotted around the airfield were several big screens, all showing a variety of automotive-themed movies concurrently. Attendees could book in for a movie, for the show, or both.

The area usually used for parking at Sunday Scramble was earmarked for the show area, and an assortment of exhibitors and Clubs spread out in this area to show what they’ve got. For many it was the first time out in their cars since lockdown. Our London Region and the Alpina Register were particularly well represented by members eager to get out, with some very desirable Alpinas,

an especially clean E28, a factory-fresh E30 M3 Evo and a bold Z1 headlining our space on Saturday when I attended. Bonus points go to the owner of the Dakar Yellow Z3 who had carefully placed a period correct cassette tape into the player – nicely done.

The test track was in use all weekend, and the pit area was filled with an unexpected volume of high-quality historic race and rally cars being put through their paces. Here in the UK we’re usually very lucky to have good access to cars of this calibre at the various historic race weekends and events like the Goodwood Festival of Speed and Revival, but not so in 2020, and the Drive In Weekend provided a rare opportunity to see and hear these cars in person. Highlights included a good selection of 90s Subaru WRC cars in the iconic shade of World Rally Blue, a 90s Benetton Formula One car, the ex-Biasion Lancia 037 Evo 2, a handful of E30 M3s in touring car and rally specification, and a good selection of pre-war racing cars.

The technical site was open for visitors, although the specialists were closed for social distancing reasons. The team from The Road Rat, newly arrived on site at Bicester, were selling their excellent magazine from their new office and the Wriggly Monkey Brewery was open for pints. The main hanger was filled with Bonhams MPH’s September auction where there was a lot to tempt, but it was hard to walk past a magnificent oneowner, 29,000-mile V12-powered E38 750iL that sold for £10,125.

To walk around as a visitor, the event felt like a quiet Super Scramble. Ticket numbers were limited to a few thousand and everything was spaced out, so it never felt busy or full. The vast Bicester Heritage airfield made it easy to find some fresh air, and there were Covid marshals stationed at hot spots reminding people to maintain social distancing and wear masks when queueing or entering

enclosed spaces. The mood was one of quiet appreciation – I don’t think it was the best event that we’ve ever been to, but given the circumstances, we were all just thrilled to be out and about in our cars in the sunshine. And of course, seeing a Martini-liveried Lancia 037 in a full-throttle powerslide for real is never a bad consolation prize after so many lockdown hours spent watching 1980s rally clips on YouTube!

Will we see a return to the Classic Car Drive In Weekend 2021? I mean this in the nicest possible way, but I hope not. If the world and our small ecosystem of classic car events is back to normal and social distancing is but a curious memory of 2020, then there will be no need for an event like this. But should we still be facing this demon next summer, rest easy in the knowledge that events can be run safely in the right circumstances.

A sideways spin…

One of the standout features of the Classic Car Drive In Weekend were the dynamic displays on the Bicester Heritage test track, where a number of classic competition vehicles were put through their paces throughout the three-day weekend.

It wasn’t a timed competition and there were no prizes on offer, but put a fresh-out-of-lockdown driver behind the wheel of a racing or rally car with a few thousand people looking on, and there’s bound to be a show…

Thanks to a favour from our friends at the Wriggly Monkey Brewery, Straight Six had the rare privilege of jumping into the co-driver’s seat with David Wylie in his exworks BMW 2002 rally car for a couple of sessions on Saturday afternoon.

This is no ordinary 2002 – it was built by BMW’s motorsport department in 1974 as a works rally car to full Group 2 specification, including the screaming M12/7 Formula 2 engine. BMW subsequently pulled out of rallying so it was sold in 1975 to the German privateer team KWS Autotechnic, and in the hands of Achim Warmbold and John Davenport it won the Sachs Winter Rally in Germany and the Donegal International Rally. This was a memorable victory at the famous Irish event – not only was it the first pacenotes running, but Warmbold and Davenport were also the first non-Irish crew to win in the event’s history.

David notes that this car represents a curious dead-end in BMW’s illustrious

motorsport history. The Bavarian brand never made a serious assault on the World Rally Championship; its efforts were killed off as part of the fallout from the oil crisis, much as the 2002 Turbo never really had its time to shine. But David is confident that BMW had actually developed a world-beating rally car, one that would have been more than a match for Lancia and Ford with adequate development and resources for a proper factory campaign.

Wearing a borrowed helmet and race suit, I climb in and strap myself into the right-hand co-driver’s seat. The body was restored some years ago with all original metalwork (the car has never been crashed), and to improve safety the original Scheel rally seats have been replaced with modern Recaro racing seats and Schroth harnesses – David has the originals in storage. But otherwise, my view is exactly as Davenport’s would have been. The lightweight fibreglass dash, the map lights, the classic Halda Twinmaster odometer, the Greenx quartz stopwatch and rows of chunky switches are all original. The roll cage is comically minimalist and a pair of fat braided oil hoses run under my left foot to the drysump tank in the boot.

After a carefully-sequenced flick of switches, David presses the start button and that angry Formula 2 engine fires into life, beginning a strict warm-up regime. Instantly the cabin fills with the fumes of jungle juice racing fuel and the hollow tin reverberates the cacophony of engine and driveline noise making conversation difficult without shouting – gear dogs and parts of the free-spinning racing clutch bang beneath me at idle and I can already feel the heat beginning to radiate through the firewall. David selects left and back to engage the dogleg first with a loud clunk as the straight-cut gearset engages, and with a flurry of revs we’re into the form-up line, giving way to a works Group B Audi Quattro, as you do…

We line up, much as you would on a rally stage, and eventually it’s our turn to go. The marshal counts us down - five, four, three, two, one. David gives it a boot full of revs and I can’t help but shout ‘Go!’ as the flag drops and we’re off, sideways in wheelspin away from the line. Into second on the short straight before we tip it in for a 90-degree left, steering it on the throttle and into third as we straighten up.

Still in tarmac specification as it ran at Donegal in 1975, the 2002 is ideally suited to the Bicester test track. The short gearing means we’re deep into fifth (at not much more than 100mph) down the back straight, and the 270-ish BHP from that Formula 2 engine gives ample opportunity to play with the throttle and adjust the car through the tighter bends. Driving it sideways, on throttle, is mandatory. The engine feels like it has no inertia, building and dropping revs with the slightest stab of throttle. It’s as close to a living, breathing, ready-for-war creature as I’ve ever experienced in a car.

And then there’s the noise – all 9,000rpm of engine roar mixed with the whine of the straight cut gearset and the constant gnawing as those fat, sticky 10-inch wide Pirelli tarmac rally tyres fight to grip the tarmac. David throws it about this way and that, hopping kerbs with hilarious abandon and winding on ever-increasing amounts of lock as we showboat for the crowds. More than once I find myself looking toward the A-pillar for the direction of travel, and all I can do is laugh out loud. It’s such good fun, and I really can see how this would be a devastatingly quick way to cover a bumpy Irish lane at enormous speed. Safety be damned – give me some pace notes, let’s go!

It’s a physical experience, and even a short two-lap session leaves you exhilarated and craving more. I’m exhausted and we’ve only done a few minutes of driving – I can’t believe what it must have been like to be strapped into this car, day after day, on the longdistance rallies of the 1970s.

David used the 2002 to win the VSCC’s Pomeroy Trophy at Silverstone in 2017, he usually drives it to and from the track and says its brilliant fun to take to the pub on a Sunday. But his use of it is somewhat limited to events and high days, as reliably running a full-spec Formula 2 racing engine on the road when its life is measured in hours, not thousands of miles, is no simple or cheap task.

I climb out, and stagger back to the brewery to return my suit and helmet. We sit down for a pint and chat with elation about the laps we’ve just done – it’s only a special car that makes you feel this way. What an experience!

North Wales Trip

Words by Jonathan Bamford

During September this year, the South Wales Region took a trip up to North Wales. Quite a lot of planning went into this trip. As it was the first of its kind that I had organized, I tried to ensure all bases were covered and there was plenty to do and see for everyone. Unfortunately, due to COVID restrictions at the time, a lot of places to visit were on limited hours of operation. This meant that the host of events I had penciled in earlier in the year were not available. Still, with the weather on our side and the roads ahead of us, we couldn’t have asked any more from a Club weekend.

I’m quite good with computers but still ‘old school’ when it comes to planning a route. Therefore, I proceeded to cut up and copy my A2Z to create a map big enough to visualize a clear picture. Once completed, the sharpie was put into action.

It was an early start from Swansea to ensure we could capture all the fantastic roads along the way. We left at around 7:30am and proceeded to head up the Swansea valley towards Sennybridge. While looking for roads to experience,

the Abergwesyn Pass was top of the list. We joined at Llanwrtyd Wells and headed over to Tregaron. With wonderful scurrying streams, wild landscapes and pine forests, it’s not a fast road, but its 20 miles are a real joy. The steep series of hairpins known as ‘The Devil’s Staircase’ along the way are an exhilarating welcome for any BMW.

From there, we had planned a stop in Aberystwyth. After searching for a parking space for around 20 minutes, we decided to continue on and stop further along the way. We headed out on the A4120 towards Devil’s Bridge, where we stopped for a well-earned break. After a spot of lunch at the Hafod Hotel, we continued on the tremendous mountain road to Rhayader. From there, it was a leisurely drive up the A483, passing through Oswestry and ending up at our second stop at Pontcysyllte Aqueduct. Constructed between 1795 and 1805 and forming part of the Ellesmere Canal, this is a remarkable feat of engineering. With fantastic views across the valley from above and a spectacular sight from below, its original cost of £47,000 was truly worth every penny.

Time was pressing and we made our way from there to the hotel in Caernarfon. Heading across the A5 and taking the Llanberis bypass down into Caernarfon, through the foothills of Snowdon, as we turned off the A5 the sun was setting and lighting up Snowdon, showing it off in all its glory. It really does make you feel so

small when you are actually there. The landscape did not disappoint and on arrival at the hotel, everyone had a welldeserved drink. At the hotel, we met up with North Wales members Jon and his wife Rhian. Jon jumped at the chance to join in with his M4 and went ahead and booked his place at the hotel directly. It was great to meet fellow Regional members and chat about our similar interests.

Saturday was another fantastic day. The sun was shining and there was only one thing to do, go on a trip to Horseshoe Pass. With four BMWs charging across the fantastic Welsh landscape, I realized how much I enjoyed driving and arranging these events for members. All the planning and arrangements made were suddenly worth it. Travelling up, we stopped off at Llanberis for photos. It was too good of an opportunity to miss, with Snowdon towering over us and the sun high in the sky. When we arrived at the Ponderosa Café at Horseshoe Pass, it was very busy with bikers and other car enthusiasts, not to mention the walkers and hikers out enjoying the Welsh sunshine. A great location to stop and relax. It felt like we were on top of the world. Having had a look at all the other vehicles parked up and after enjoying a coffee and cake, we had to head back down to Zip World in Betws-y-Coed for our Forrest Coaster ride! It was well organized and the staff were very friendly and worked hard to ensure all items were sanitized before any rider got on the sled. It was an exciting ride and it took some nerve not to hit the brakes in some of the tight corners. On leaving there, it was surprising how quickly the day was going. We stopped off at Betwsy-Coed where it would seem that the entire world had decided to eat. Having strolled around to find somewhere, some decided to take away pizza and others fish and chips! It was so relaxing and a fine way to end a fantastic day, recapping on all the day’s activity.

Sunday was our last day and our much-anticipated trip to Portmeirion Village. Another fantastic day weather wise and as we had some time before we needed to be at the village, we headed off for yet more driving and took a trip over to Anglsey. Some

great views of Snowdon from the island and some lovely twisting and winding roads. After a short stop, we headed down to Portmeirion and first off to Castell Deudraeth for lunch. I don’t think any of us were disappointed with the food that was served. Highly recommended if you are around the area.

Following on from lunch, we headed on down into the village with our cars for our mini car show. We were positioned right in the centre where the public were offered to help score the cars based on a number of factors to ensure each member stood a fair chance. After counting the final scores, the award for best car went to Peter Sherratt who was overjoyed to have won, fighting off the favorite, Jon’s M4, as I’m sure all would have agreed. We had the rest of the day to wander around the village and explore all of its beauty in the sunshine, which was fantastic.

Leaving Portmeirion, Jon and Rhian joined the convoy down the West coast for a short while before heading back off home to Oswestry, leaving the South Wales members to enjoy a leisurely drive home, back to where it all started two days earlier.

The trip was a huge success and I would like to thank Peter & Caroline, Phil, Peter, Jon & Rhian for making the effort to attend. Following its success, it is now to be an annual tradition. Please watch this space for more details.

Straight Six’s Andrew Coles dips his toe in at the Club’s most recent

Snetterton track day. It all Words and photos by Andrew Coles

begins here…

It was an eager group of Club members and friends who took to Snetterton on a miraculously dry and (almost) sunny Monday in late September for the Club’s return to the Norfolk circuit.

Whilst large gatherings of people are obviously still out for the time being, track days are ideally suited to social distancing and with the careful protocols put in place by track-owner MSV, the day was run in complete safety. The only thing to change from a Club perspective was the ban on spectators and the loss of in-car tuition and instruction from experienced Club racers, but they were still there to give tips and advice from the pits and paddock.

The field was varied and interesting – two-thirds wore BMW badges, with a good selection of Porsche 911 models and a mind-bendingly quick McLaren 720S being driven to its absolute limits, all day. The focus of a Club track day is obviously on BMW models, but all brands

are welcome and many Club members chose to bring their other car out for a run.

There was a huge and varied range of cars wearing the roundel, from the famous ‘Rhubarb’ Neue Klasse saloon through E30, 36 and 46 track cars from the Racing series, a hulking X6M, a pair of M Roadsters, a Z4M, screaming E90 M3 road cars and even a diesel F10 5 Series. “I have to drive this to work tomorrow,” quipped its owner who undoubtedly clocked up more laps than just about anyone else.

It’s not often that we members of the Straight Six editorial team are permitted to leave our desks, even rarer for us to don a helmet, but I did manage to swap my camera for a steering wheel for a few short stints and it was such brilliant fun. It has been a long few years since I was last on track and my road car is not track prepared, so I was initially a little nervous.

My nervousness was compounded by the fact that not only had I not driven Snetterton before, I’d never even been there. I was up late the night before watching YouTube, trying to memorise the bends. I arrived with the first three and final two corners fresh in my mind, but no idea of what lay between them. I may have been distracted watching BTCC crash highlight reels…

The day began with three slow sighting laps behind a course car, and I excitedly filed in behind a rather serious E36 treating the session as a warm up. I remembered an old track day trick of tucking in behind someone who looks like they know what they’re doing to learn the lines, and it

worked a treat.

Heading into my first session I had half an idea of where the track went and a vague approximation of what line I should be on. There were two surprises – the first is that I was fully expecting to be the slowest car of the day and a moving road block, but I wasn’t. The second is how polite and courteous the faster cars were on track – they know what it’s like to be on your first or second track day or in a road car and they accordingly give plenty of room. The serious guys know that this isn’t a race meeting, and that’s important for us beginners.

As long as you watch your mirrors like a hawk and move over when you can, it’s actually kind of fun. You learn a lot about lines and setup by watching the serious drivers pass you, and having that McLaren belt past at full-chat was awesome. You think you’re going fast and then it makes you feel like you’re parked up stationary - what a machine!

My favourite corner quickly become ‘Bomb Hole’ a third or fourth gear right hander (I never did work out which gear was best) that dips deliciously into a crater at its apex. Hitting it hard, knowing that the suspension was hunkering down with added load and that maximum grip was available as you pass through and up to exit was hilarious, as was then fighting oversteer around the never-ending right that is the off-camber Coram and then gathering it all up to send the vehicle’s mass the other direction into the left at Murray’s. Almost like a Scandinavian flick in rallying, every lap.

This tale does come with a slight word of warning, and that’s to make sure you know what you’re getting yourself into if you’ve never done it before. I was perfectly satisfied with my car before Snetterton and now I’m looking at bigger brakes, better tyres, it goes on and on. “I wonder what Oulton’s like”, I found myself musing later that night. YouTube comes out again, it begins.

BMW Car Club Racing’s Neil McDonald is like some kind of neighbourhood dealer, always ready to supply your first track day

hit because he knows you’ll be hooked! Five years later and your car is stripped out and you’re on the starting grid for a race at Brands Hatch and you’ll muse, how did I get here? Oh, it was that September day at Snetterton…

But all jokes aside, there are few more passionate, friendly and helpful people other than Neil and his BMW Car Club Racing team, backed up by seemingly everyone else in the paddock. All day I was talking to people about how the day was going, with Neil and a few others offering up helpful advice for a few minor vibration issues above 100mph that I discovered.

If you think you’re comfortable with becoming a racing driver or if you have enough self-restraint to be happy with simply experiencing the UK’s tracks in your road car and can leave it at that, then a BMW Car Club track day is a wonderful experience. But if it does end with an addiction, don’t say I didn’t warn you…